DNV GL © 2017 04 April 2017 SAFER, SMARTER, GREENERDNV GL © 2017

Ungraded

04 April 2017

George Dimopoulos, PhD.

MARITIME

LPGreen: concept design VLGC of tomorrow

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Joint development project

Project partners:

3rd session of the Gas Tanker Committee, Athens

DNV GL © 2017 04 April 2017

Introduction

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• Gas carriers: forefront of innovation, technology,

safety and quality in the merchant shipping fleet.

• Complexity of technologies and operations: high in

LPG carriers & increasing

• Highly volatile market conditions and regulatory

pressure: necessary to evolve ship designs.

• New trade routes and future requirements: Flexible

and robust ship design and operations.

• Integration of systems and operations & holistic

approach to design is the key.

• LPGreen’s objective:

develop a more cost efficient, environmentally

friendly, and safer LPG carrier using latest developed

technology, within the bounds of existing

shipbuilding methods.

DNV GL © 2017 04 April 2017

VLGC Trade Patterns 2013-2016

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2013201420152016

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Market & Trade

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DNV GL © 2017 04 April 2017

Exploring possibilities for further improving their latest VLGCdesign ensuring overall concept feasibility and performance

Developing further their cargo handling solutions, increasingsystems performance and capabilities to server better owners

Looking new ways to improve safety, operability, efficiency andasset competitiveness, introducing holistic approachescombined with advanced computer tools CFD and COSSMOS

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LPGreen Project – Partners’ rationale

Being at the forefront of technology by maximizing fleet efficiency and asset competitiveness, ensuring safety and operational flexibility to meet future trading requirementsShip owner

Cargo systems

Ship Yard

System integrator

DNV GL © 2017 04 April 2017

LPGreen approach

3 main pillars:

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LPGreen

Design for trade

Efficiency &

Economic viability

Cargo and fuels flexibility

Market and trade considerations

Intended operating profile

Multiple cargoes flexibility

LPG / cargo as potential fuel

Efficiency and energy recovery variants

Business case for ship owner

Techno-economic feasibility

DNV GL © 2017 04 April 2017

Competitive reference - baseline

CMM’s Hellas Gladiator Vessel

HHI built, In operation mid 2016

Optimised hull form

Energy recovery options

CMM’s VLGC experience encapsulated

Competitive Baseline for quantifying LPGreen improvements

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DNV GL © 2017 04 April 2017

Design for trade

Intended operating profile

Use of AIS data + CMM

Used for all LPGreen analyses

– CFD Hull & hydrodynamics

– COSSMOS & integrated machinery

– Cargo handling incl. non-sailing modes

Actual operating conditions

Extreme / design conditions only

used for verification of designs

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Trading patterns analysis

Operating profile & modes

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LPGreen Philosophy

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Improve cargo handling

systems and operations

Further optimise hull form and

hydrodynamic performance

Improve overall energy efficiency

Introduce LPG as fuel

LPGreen

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Hull form & Hydrodynamics – Calm water

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Overview

• Hull optimisation

– operational profile (laden & ballast)

– Short bulb (baseline)

No bulb (concept)

– Lengthen vessel (~3m) to compensate for

new IGC code and IMO Tier III

• Propulsion

− Larger diameter / lower rpm propeller

− Rudder Bulb

− Hi-FIN & Hi-PSD

• Performance evaluation

− CFD simulations (HHI & DNV GL)

− Model and Full scale (Fully viscous RANSE)

2% to 4.5% Propulsion demand reduction

DNV GL © 2017 04 April 2017

Hull form & Hydrodynamics – Adder resistance in waves

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Overview

• Added resistance evaluation

– operational profile (laden & ballast)

– trading pattern

– all headings

• Computational tools

− 3D potential flow solvers (DNVGL & HHI)

− Non-linear effects captured

− Hydro-elastic response phenomena

− Wave field formulation added resistance

WASIM

2.0% to 3.4% Added resistance reduction(average on typical US-China route)

DNV GL © 2017 04 April 2017

Cargo tank design

Modified design with 99% filling limit

– ~ 1% increase cargo capacity

– additional steel & CAPEX (~ 250 tn)

Tank reinforcement for higher MARV

limit (0.5 / 0.4 barg)

– More efficient loading

– additional steel & CAPEX (~ 95 tn)

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Conventional

Prismatic Type A

Modified

No trapped vapour pockets

98% FL 99% FL

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Cargo handling systems - framework

Multiple configurations: model-

based assessment in COSSMOS

Multiple cargoes and conditions:

loading & sailing

Realistic environmental

conditions

Extreme & design cases used to

verify feasibility and acceptance

Adequate redundancy

Major operating modes:

– Sailing: pressure maintenance

– Cooling down

– Loading

– Laden & Ballast

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Cargo

tanks

Reliquefaction

plant

Loading

line

Goal for improvements: Energy efficiency

Operational (time) efficiency Cargo flexibility Operability Adequate redundancy

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Cargo handling systems - results

Higher capacity compressors

with variable frequency drives

2 x reliquefaction plants +

butane condenser

Potential reduction in cargo

handling room space and

requirements

Development of unmanned

cargo machinery room concept

Improvements vary with cargo

type and operations

(Interface with LPG fuelled concept)

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Cargo

tanks

Reliquefaction

plant

Loading

line

Up to

30%

Up to

7%

Up to

5%

Faster

Loading

Less energy

@ loading

Less energy

@ sailing

DNV GL © 2017 04 April 2017

Machinery configurations & energy recovery

Integrated system model using

COSSMOS

Main engine

– IMO Tier III compliant (HP SCR)

– Conventional & LPG-fuelled (LGIP)

Auxiliary engines

– IMO Tier III compliant (SCR)

Energy recovery variants

– Auxiliary engines economisers

– Shaft generator

– Power management

Operating profile with all sailing

and non-sailing modes

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Shaft generator

Aux. Engines

Economisers

Aux. Boiler

ME Economiser

Main

Engine

Aux.

Gen-sets

Operating

Profile

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LPG as a fuel

LPG-fuelled engine technology available

LPG fuel handling concept developed

Deck fuel (and buffer) tank required

Additional CAPEX estimated

Technical Feasibility

Commercial and chartering framework

needs to be developed

Initiate / provoke discussion

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+/–

CAP 2020 compliance

Favourable price differential with conventional fuel(s)

Lower consumed quantity due to the higher LHV

CAPEX & complexity

Commercial frame not in place

Deck

Tank

DNV GL © 2017 04 April 2017

Model-based integrated machinery system assessment

Integration between sub-systems captured

Intercalations and trade-offs

Hull / Machinery / Cargo systems performance

Operating profile & modes

Overall efficiency & performance assessment

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Cargo

taks

DNV GL © 2017 04 April 2017

LPGreen: Final concept appraisal

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Cargo handling:

− Design for faster loading

− Reduced energy demand

− Reduced reliquefacton plant size

− Un-manned cargo room concept

− Adequate redundancy

Hull and propeller

− Optimised for both calm

water and waves

− Multiple speeds and loading

conditions

− Energy saving devices

Tank design

− 99% filling limit: 1% additional cargo

− Higher tank design pressure

Machinery configurations:

− Improved overall efficiency

− Conventional and LPG as a fuel

− Energy recovery technologies

− IMO Tier III compliant

LPG as fuel

− Technical feasibility

− SOx CAP compliant

− Reduction of fuel expenses

LPGreen

1%Increased

cargo capacity

6-9%Overall Efficiency

Improvement

30%Reduction of

Fuel Expenses

30%Reduction of

Loading time

Up to Up to

DNV GL © 2017 04 April 2017

Conclusions

Innovation to develop more competitive ship designs

Collaboration paradigm: industry leaders across geographies

Advanced methods and tools that manage complexity in practice

LPGreen: new VLGC concept design

– Trade and operational practice @ the core

– Improved energy efficiency & cargo capacity

– Can be built today

Robust decision making supported

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LPGreen

DNV GL © 2017 04 April 2017

SAFER, SMARTER, GREENER

www.dnvgl.com

LPGreen: concept design VLGC of tomorrow,

… that can be ordered and build today!

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LPGreen

George Dimopoulos Ph.D.

Principal Specialist,

Maritime R&D and Advisory

E-mail george.dimopoulos@dnvgl.com

Mobile +30 6956 200947 | Phone +30 2104100200